WO2002012757A1 - Dispositif permettant d'activer une fonctionnalite de prise de force pour camion au point mort automatique - Google Patents

Dispositif permettant d'activer une fonctionnalite de prise de force pour camion au point mort automatique Download PDF

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Publication number
WO2002012757A1
WO2002012757A1 PCT/US2001/024159 US0124159W WO0212757A1 WO 2002012757 A1 WO2002012757 A1 WO 2002012757A1 US 0124159 W US0124159 W US 0124159W WO 0212757 A1 WO0212757 A1 WO 0212757A1
Authority
WO
WIPO (PCT)
Prior art keywords
neutral
engine
signal
transmission
responsive
Prior art date
Application number
PCT/US2001/024159
Other languages
English (en)
Inventor
Matthew W. Hormmann
John Jacob
William E. Copeland
Michael L. Shoemaker
Brian P. Marshall
Daniel L. Hilaire
Barry J. Coe
Christopher M. Beiring
Ronald L. Blanchard
Kimberly D. Foster
Shawn E. Beverly
Charles D. Elliott
Original Assignee
International Truck Intellectual Property Company, Llc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by International Truck Intellectual Property Company, Llc filed Critical International Truck Intellectual Property Company, Llc
Priority to AU2001280965A priority Critical patent/AU2001280965A1/en
Priority to CA002418953A priority patent/CA2418953C/fr
Priority to MXPA03001158A priority patent/MXPA03001158A/es
Publication of WO2002012757A1 publication Critical patent/WO2002012757A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H2059/366—Engine or motor speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H2059/6823—Sensing neutral state of the transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/24—Inputs being a function of torque or torque demand dependent on the throttle opening

Definitions

  • the present invention relates to motor vehicles and more particularly to auxiliary systems installed on a vehicle requiring increased vehicle engine power output for operation.
  • auxiliary systems that require increased engine output for operation.
  • auxiliary equipment are high output water pumps on fire trucks and trash compacting equipment on refuse collection vehicles.
  • Trucks equipped with such auxiliary systems may therefore come equipped to support power takeoff operation (PTO) at the election of the driver or operator.
  • PTO power takeoff operation
  • Driver/operator control of PTO is often by a remote switch.
  • remote switch it is meant that such a switch is located on the vehicle away from the driver's normal position in the cab.
  • the transmission may in fact be in neutral when the engine is running and the shift lever is not positioned in the neutral position. While under such circumstances cranking is neither permissible nor desirable, a driver/operator could be allowed to activate PTO.
  • An automatic transmission that can move to neutral without repositioning the shift lever would be convenient for operators using PTO. What is needed is a PTO system which restricts engine cranking to circumstances where a transmission gear select shift lever has been moved to neutral, but allows PTO when the transmission is in neutral, regardless of shift lever position.
  • an apparatus for installation on a vehicle having an automatic transmission, a gear select lever, an engine, and an engine cranking system which allows operation of an auxiliary system by the engine when the automatic transmission is in neutral, regardless of the position of the automatic transmission gear select lever, and cranking of the engine when the gear select lever for the automatic transmission is positioned at neutral.
  • the apparatus provides a selection mechanism independent of the transmission gear select lever for placing the automatic transmission in a neutral state independent of the position of the gear select lever.
  • a transmission controller provides for generation of a signal indicating the state of the automatic transmission. Further provided are a source for a signal indicating the position of the gear select lever.
  • An independent source of a request signal for increased engine power output for power takeoff operation is connected to an engine controller.
  • the engine controller provides fuel flow control to the engine for setting power output in response to the state of the request signal for increased engine power output and further in response to the signal state on a driveline disengage signal input.
  • a relay connected to the means for generating a signal indicating automatic transmission state for setting a driveline disengage signal.
  • the engine controller is further responsive to the driveline disengage signal for setting a engine crank inhibit signal level.
  • a crank inhibit relay responsive to appropriate states of the engine crank inhibit signal and the signal indicating the position of the gear select lever provides for enabling engine cranking.
  • Fig. 1 is a side elevation of a truck on which an auxiliary system has been installed.
  • Fig. 2 is a top schematic of a truck chassis giving illustrative positions of major truck systems.
  • Fig. 3 is a high level flow chart illustrating activation of power takeoff operation.
  • Fig.4 is a consolidated, simplified circuit schematic illustrating a preferred embodiment of the invention.
  • Figs.5 - 7 are circuit schematics of a prior art arrangement for controlling engine cranking depending upon the transmission state.
  • Figs. 8 - 10 are detailed circuit schematics based on Fig. 4. DETAILED DESCRIPTION OF THE INVENTION
  • a conventional flat bed truck 12 rides on a plurality of wheels 14.
  • a driver usually controls the vehicle from a cab 16 positioned in the forward portion of the vehicle.
  • An auxiliary system here a wench 20, is positioned on the flat bed 22 over the rear wheels.
  • the auxiliary systems may take a number of forms, with the shared characteristic being that increased power output from the vehicle is required to operate the system. This may take the form of a direct power takeoff from the vehicle, or more commonly, increased demand for electrical power from the vehicle battery and alternator.
  • the wench 20 is controlled from a panel 18 mounted on the bed just behind cab 16. Panel 18 includes switches for selecting auto neutral and for requesting power take off operation to operate wench 20. While it is contemplated that the invention be applied to vehicles having internal combustion engines, it is not restricted to such vehicles.
  • Fig. 2 illustrates the major vehicle systems involved in implementing the present invention.
  • a thermal engine 24 is longitudinally mounted on the forward end of a chassis 23. Power from the engine is coupled through an automatic transmission 26 mounted to the aft end of the engine, which in turn drives a drive shaft 28 which is connected between the transmission and a forward differential 30 near the rear end of the chassis 23.
  • Engine 24 is controlled by an engine electronic control unit (ECU) 379.
  • the automatic transmission 26 is controlled by a transmission electronic control unit (TCU) 632.
  • ECU 379 and TCU 632 communicate with a PTO request switch 18A and an auto neutral switch 18B, respectively. Switches 18A and 18B are part of control panel 18 and may be located remotely.
  • Fig.3 is a flow diagram illustrating two control paths along which permission for PTO is obtained.
  • the shift selector is moved to neutral at step 32.
  • the transmission shifts to neutral, step 34. Movement of the transmission to neutral is detected at step 36 and PTO is allowed if invoked (step 38).
  • the invention adds an alternative route. First an auto neutral switch is moved to On (step 40). Optionally, it may be required that the park brake be set (step 42). The transmission assumes the neutral state without movement of the gear select lever (step 44). Movement of the transmission to neutral is detected at step 36 and again PTO becomes permissible (step 38).
  • Fig. 4 is a circuit schematic illustrating a preferred embodiment of the invention.
  • the invention in a preferred embodiment provides a logical network for enabling PTO operation along the second path described above without compromising the requirement that the shift lever be in neutral before cranking is allowed.
  • a transmission electronic control unit 632 is connected to receive an auto neutral enable input signal 200, a park brake set signal 300 and a shift lever position signal 400.
  • TCU 632 provides two output signals utilized by the preferred embodiment, a shifter position signal on SP line 123 and an transmission state or auto neutral signal on AN line 114. It should be noted that AN line 114 is active only if the engine is running.
  • the signal on AN line 114 indicates a transmission neutral state, when the engine is running, in response to movement of the shifter 400 to neutral or in response to setting of the auto neutral enable 200.
  • Auto neutral enable may additionally require that the vehicle park brake 300 be set before indicating that the transmission is in neutral.
  • SP line 123 is connected to and controls a neutral state relay (NSR) 615 which connects output lines 97 AU and 97 AV to a +12 volt source when the signal on line 123 is high, indicating that the shift lever is in the neutral position.
  • NSR neutral state relay
  • NIR 962 neutral indicator relay
  • One control input of NIR 962 is connected to AN line 114.
  • AN line 114 is functional when the vehicle's engine is running and can function as a sink to indicate that the transmission is in neutral.
  • NIR 962 is connected to a +12 volt source on pins 4 and 5 from line 146E and shunt 146F.
  • NIR 962 is energized when pin 2 is pulled low on AN line 114 connecting pin 1 to pin 4 thereby pulling the driveline disengage signal pin (DDS) on engine electrical control unit (ECU) 379 high on line 97A. This serves as indication that the transmission is in neutral.
  • DDS driveline disengage signal pin
  • ECU engine electrical control unit
  • the DDS pin may be pulled high if AN line 114 is open or in an high impedance state and line 97 AV is high, which occurs if the engine is not running and the shift lever 400 has been moved to neutral for cranking.
  • DDS receives an enabling input whenever: (1) the actual state of the transmission is neutral with the engine running; or, (2) if the neutral has been selected.
  • An enabling input on the DDS pin allows the ECU 379 to respond to a remote engine speed control request 500 by directing increased fuel flow through the fuel injector drivers 600 to increase engine output.
  • ECU 379 Responsive to the state of the DDS pin, ECU 379 provides a sink or low signal on engine crank inhibit line 97H to a control the energization of crank inhibit relay (CIR) 661. Since this signal can be low (i.e. enabling) whether or not the transmission shifter 400 is in the neutral position, or the conditions for auto neutral enable have been met, it may not be used for its originally intended purpose of authorizing engine cranking. Instead the signal on line 97H controls energization of CIR 661. If the ECI signal on line 97H is low, current flows from a voltage source along line 17 to activate the relay by connecting pin 1 to pin 4 (i.e. line 17F to line 97 AU). The signal on line 97 AU is high if the shift select lever is actually in the neutral position, resulting in the signal on line 17F to go high which enables cranking by starter system 50.
  • CIR crank inhibit relay
  • Figs.5-7 are illustrations of an auto neutral control system of the prior art which included the relays described in connection with Fig. 4 and is used with the popular Allison WTEC HI automatic transmission.
  • the interconnections between the relays and between the relays and the engine and transmission controllers prevented PTO when the shift lever was not neutral.
  • the circuits are not described in detail since much of the detail is not relevant to the invention.
  • the interconnections of elements also found in Fig.4 are described with like numerals referring to like elements. The differences in the way in which those elements are connected in the invention are compared.
  • NIR 962 is illustrated in Fig.5 as connected to receive the signals on AN line 114 on pin 2 as before, however, pin 5 is tied to pin 1 instead of to pin 4.
  • NIR 962 operates as an OR gate, taking as inputs the state of the transmission on pin 2 and the position of the shift lever on pin 3, and generating an output for the driveline disengage signal.
  • NIR 962 operates to illuminate a panel light.
  • Fig. 6 illustrates the position and connections of CIR 661 and ECM 379.
  • line 97H carries the engine crank inhibit signal from the engine crank inhibit (ECI) pin on ECM 379 to pin 2 of CIR 661.
  • Pin 1 of CIR 661 is here connected to line 97L, which, in vehicles with automatic transmissions, is connected through to a jumper block 386 to lines 97A and 97 AU and to the DDS pin on ECM 379.
  • Pin 3 of CIR 661 floats in the prior art. Movement to the ON position of the ignition connects line 17F (through pin 4 of CIR 661) to line 97L with the result that the status level for the shifter is passed to start relay 387 whenever the electronic crank inhibit pin of ECM 379 is low.
  • the ECI pin is low only when the signal on the DDS pin indicates that the shifter is in neutral.
  • the DDS pin of ECM 379 is not tied to pin 1 of the CIR 661 through jumper block 386 and the signal value on the DDS pin does not track the status of the shift lever.
  • Pin 5 remains tied to a +12 volt source and pin 4 remains tied to the starter system in both the prior art and in the preferred embodiment.
  • the starter system is here shown in greater detail including a start relay 387, a crank motor solenoid 800 and a crank motor 850.
  • Fig. 7 illustrates some of the outputs of an Allison WTEC IH transmission controller, TCU 632 and a neutral state relay (NSR) 615.
  • the connections to pins 1, 2, 3 and 5 of NSR 615 are identical here and in Fig.4.
  • line 97AU from pin 4 is identically connected in both cases.
  • the preferred embodiment adds a line 97AV from pin 4 of NSR 615 to pin 4 of NIR 962 as described above.
  • Figs. 8-10 are detailed circuit schematics derived from Figs. 5-7 illustrating the altered connections between relays and between relays and electronic control units implemented by the invention, giving greater detail to the basic implementation illustrated in Fig. 4.
  • Fig. 8 the shunt 146F between pins 4 and 5 of NIR 962 is shown.
  • Output line 97A is connected from pin 1 of NIR 962 to pin B of jumper block 386, which in turn is connected to the DDS pin of ECM 379, allows NIR 962 to function as an OR gate treating pins 3 and 2 as the inputs.
  • the clutch switch is omitted and changes in jumper configuration for jumper block 386 are shown.
  • the present invention allows power takeoff operation of auxiliary systems installed on motor vehicles while the vehicle is in neutral, but without the transmission lever being moved to the neutral position. The requirement that the transmission shift lever remain in neutral for cranking remains.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)

Abstract

Cette invention a trait à un dispositif à installer sur un véhicule à transmission automatique (26), pourvu d'un levier de changement de vitesse, d'un moteur et d'un système de démarrage, lequel dispositif permet de faire fonctionner un système auxiliaire grâce au moteur du véhicule lorsque la transmission automatique (26) se trouve au point mort et ce, quelque soit la position du levier de changement de vitesse de la transmission automatique (26) ainsi que de faire démarrer le moteur lorsque le levier de changement de vitesse de la transmission automatique (26) est en position neutre.
PCT/US2001/024159 2000-08-08 2001-08-01 Dispositif permettant d'activer une fonctionnalite de prise de force pour camion au point mort automatique WO2002012757A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
AU2001280965A AU2001280965A1 (en) 2000-08-08 2001-08-01 Apparatus for enabling truck power take off functionality during auto neutral
CA002418953A CA2418953C (fr) 2000-08-08 2001-08-01 Dispositif permettant d'activer une fonctionnalite de prise de force pour camion au point mort automatique
MXPA03001158A MXPA03001158A (es) 2000-08-08 2001-08-01 Aparato para permitir funcionalidad para quitar la energia de un camion durante el punto en neutral automatico.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US22363700P 2000-08-08 2000-08-08
US60/223,637 2000-08-08

Publications (1)

Publication Number Publication Date
WO2002012757A1 true WO2002012757A1 (fr) 2002-02-14

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2001/024159 WO2002012757A1 (fr) 2000-08-08 2001-08-01 Dispositif permettant d'activer une fonctionnalite de prise de force pour camion au point mort automatique

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Country Link
US (1) US6482124B2 (fr)
AU (1) AU2001280965A1 (fr)
CA (1) CA2418953C (fr)
MX (1) MXPA03001158A (fr)
WO (1) WO2002012757A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10538245B2 (en) 2017-11-10 2020-01-21 International Truck Intellectual Property Company, Llc Multiple range independently disconnecting smart axle

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US7412307B2 (en) * 2002-08-02 2008-08-12 Oshkosh Truck Corporation Refuse vehicle control system and method
DE10314337A1 (de) * 2003-03-28 2004-10-07 Zf Friedrichshafen Ag Verfahren zum Betrieb eines Antriebsstrangs zum Antrieb eines Mobil-Fahrzeugs
US6935474B2 (en) * 2003-04-07 2005-08-30 International Truck Intellectual Property Company, Llc Compressed air actuated clutch interlock for clutched power take off unit
KR100989816B1 (ko) * 2003-06-10 2010-10-29 가부시키가이샤 제오텟쿠 폐액 여과 시스템 차량
US7421323B2 (en) 2005-05-03 2008-09-02 International Truck Intellectual Property Company, Llc Automated vehicle battery protection with programmable load shedding and engine speed control
JP4805387B2 (ja) * 2006-08-02 2011-11-02 マック トラックス インコーポレイテッド 自動車出力管理システム、自動車出力管理方法、および自動車出力管理システムの搭載方法
US9248311B2 (en) * 2009-02-11 2016-02-02 Hologic, Inc. System and method for modifying a flexibility of a brachythereapy catheter
US9352172B2 (en) 2010-09-30 2016-05-31 Hologic, Inc. Using a guide member to facilitate brachytherapy device swap
US9845191B2 (en) 2013-08-02 2017-12-19 Oshkosh Corporation Ejector track for refuse vehicle
TWI569368B (zh) 2015-03-06 2017-02-01 恆勁科技股份有限公司 封裝基板、包含該封裝基板的封裝結構及其製作方法

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US3565220A (en) * 1969-09-02 1971-02-23 Caterpillar Tractor Co A transmission neutralizer operated by service and parking brakes
US3966254A (en) * 1975-02-04 1976-06-29 Caterpillar Tractor Co. Transmission neutralizer
US4051915A (en) * 1976-11-05 1977-10-04 Deere & Company Neutral start and park brake safety interlock circuitry for a tractor
JPH01215631A (ja) * 1988-02-25 1989-08-29 Mazda Motor Corp オートマチック車の始動制御装置
US5190118A (en) * 1991-11-01 1993-03-02 Yelton James E Auxiliary power train and steering system for a vehicle
US5212896A (en) * 1992-05-15 1993-05-25 Case Corporation Control system for a walk behind trencher machine
US5401222A (en) * 1992-06-06 1995-03-28 Mercedes-Benz Ag Device for influencing the starting of the internal combustion engine of a motor vehicle with electronically controlled gearbox
US5514048A (en) * 1993-10-06 1996-05-07 Case Corporation Interlocked control lever system with engine starting interlock circuit for an off-highway implement
US5778330A (en) * 1995-10-19 1998-07-07 Case Corporation Microprocessor controlled neutral circuit for a power transmission
US5860499A (en) * 1996-06-07 1999-01-19 Aisin Seiki Kabushiki Kaisha Power take off device for an automatic transmission
US6022291A (en) * 1998-03-06 2000-02-08 Equipment Technologies, Llc Apparatus and method for controlling rotational speed and direction of a drive shaft of a crop sprayer

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JPH0640272A (ja) 1992-07-22 1994-02-15 Jatco Corp エンジン・自動変速機の制御装置
JP3840829B2 (ja) 1998-09-14 2006-11-01 トヨタ自動車株式会社 車両のエンジン再始動時の制御装置

Patent Citations (11)

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Publication number Priority date Publication date Assignee Title
US3565220A (en) * 1969-09-02 1971-02-23 Caterpillar Tractor Co A transmission neutralizer operated by service and parking brakes
US3966254A (en) * 1975-02-04 1976-06-29 Caterpillar Tractor Co. Transmission neutralizer
US4051915A (en) * 1976-11-05 1977-10-04 Deere & Company Neutral start and park brake safety interlock circuitry for a tractor
JPH01215631A (ja) * 1988-02-25 1989-08-29 Mazda Motor Corp オートマチック車の始動制御装置
US5190118A (en) * 1991-11-01 1993-03-02 Yelton James E Auxiliary power train and steering system for a vehicle
US5212896A (en) * 1992-05-15 1993-05-25 Case Corporation Control system for a walk behind trencher machine
US5401222A (en) * 1992-06-06 1995-03-28 Mercedes-Benz Ag Device for influencing the starting of the internal combustion engine of a motor vehicle with electronically controlled gearbox
US5514048A (en) * 1993-10-06 1996-05-07 Case Corporation Interlocked control lever system with engine starting interlock circuit for an off-highway implement
US5778330A (en) * 1995-10-19 1998-07-07 Case Corporation Microprocessor controlled neutral circuit for a power transmission
US5860499A (en) * 1996-06-07 1999-01-19 Aisin Seiki Kabushiki Kaisha Power take off device for an automatic transmission
US6022291A (en) * 1998-03-06 2000-02-08 Equipment Technologies, Llc Apparatus and method for controlling rotational speed and direction of a drive shaft of a crop sprayer

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10538245B2 (en) 2017-11-10 2020-01-21 International Truck Intellectual Property Company, Llc Multiple range independently disconnecting smart axle

Also Published As

Publication number Publication date
US6482124B2 (en) 2002-11-19
CA2418953C (fr) 2009-04-28
MXPA03001158A (es) 2003-10-14
CA2418953A1 (fr) 2002-02-14
AU2001280965A1 (en) 2002-02-18
US20020070064A1 (en) 2002-06-13

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